Equalizing bolster



Nov. 22, 1932.r v T. H. sYMlNGToN EQUALIZING BoLsTER Filed March 24, 1926 4 Sheets-Sheet IIIIA .Nll

Nov. 22, 1932. T. H. sYMlNGToN EQUALIZING BoLsTER 4 Sheets-Sheet 2l Filed March 24, 1926 Nov. 22, 1932. T, H, sYMlNGTON 1,888,940

EQUALI ZING BOLSTER Filed March 24, 1926 4 Sheets-Sheet 5 24 /d E6' 97 E? 23 E7 f/f' /9 J0 T I Il l A?. E19 1 I' J l E ff ii l 5 /0 NV- 22, 1932- T. H. sYMlNG-roN EQUALIZING BOLSTER Filed March 24, 1926 4 Sheets-Sheet 4 gm CNN gimen/co1',

Patented Nov. 22, 1932 siro STATES PATENT oFFics THGMAS H. SYMINGTON, OF BALTMRE, MARYLAND, ASSIGNOR BY ASSGN- MENTS, T0 T. H. SYMNGTOIT AND SON, ING., BALTIMORE, MARYLAND, A CORPO RA'LIONl OF MARYLAND Eenfitrzrive ronsfrnn.

Application filed March 24, 1926. Serial Irlzo.v 96,979.

rlhe invention relates to railroad equipe ment, particularly to car bolsters.

lThe principal obj ect of the invention, generally stated, 'is to provide a bolster so con- `strncted and arranged as to adjust itself automatically in case of rocking ot a. car during travel.

It is well known that freight cars of high apacity develop a rocking tendency during travel owing to the pendulum movement Iaccentuated by the periodic passage of the car wheels over the successive rail joints. In some, it not all, foreign countries tracks 'are laid with the joints between successive rails opposite one another whereas in this country it is customary to have the joints staggered. rlille purpose oi the latter mentioned arrange.- ment is to avoid having the jolts distributed or come in alternation instead of at the same time. However, it has been pro-ved that this arrangement does not entirely eliminate lateral rocking of the oars.' Ot' course there are always certain inequalities in ,the

j track surface which will result in prod-,uc-

ing more or less oi a side sway to cars pass.-

ing' along the track and at certain speeds the side sway becomes synchronized with the passage of the wheels over the successive rail joints. lli' conditions of Weight and speed have certain relation the Veilect upon the .car becomes substantially .the same as the periodic application of impulses to a pendulum and eventually the side sway or rock ing .of the car becomes so excessive that the Wheels at one side oi `the trucks actually leave the tracks. On a straight track it generally occurs that the wheels return to the tracks, with the flanges at the inner sides,

when the reverse swing occurs and no harm results other than shock to the entire mechanism of the car and 'also the rails themselves. As a matter of fact this may become ,of con- 'iderable importance .especially fas the truck springs frequently go solid nnder heavy loads. Under such circumstances it is quite clear that the hammer' blows delivered to the rails and also to 'all parts of the :trucks may nesult 4in broken ailles, vcracked `or loroken side frames and even split, .broken or chipped rails.

Curve is naturally Shorter than the enter.-

There is consequently a natural tendency to torce the outer wheel anges, the flange on the forward outer w eel against the outer rail. It a serious side sway occurs at this time resulting in reduction of weiht on the outer rail it frequently happens hat the flange of the enter forward wheel climbs up over the rail, this obviously resulting lin derailinent of the car. Another fact that lis productive of considerable trouble and which permits accentuation of the pendulnm Inovement is the fact that when the car sways. clearance between the side bearings uat one side of the car becomes excessive ,the weight of the .car -therefor .cannot .operate to hold that side of the trnck, and .consequently the wheels, dQWl on the rail.

Another fact that enters into the .equation is the comparative flexibility .or rigidity of the .0.211 and the trucks thereof. It has been discovered that the above mentioned sway with its attendant .disadvantages which may result in derailment may be reduced Iil? radial movement of the trucks with respect to the car `is permitted,

It is in accordance with the above discoveries that I have designed the present invention which has for an important object the provision of a bolster having means 'for automatically shifting or adjusting the side bearings in accordance with the pressure exerted thereon during swaying movement lof the ear, the automat-ic mea-ns acting -to elevate the side bearings at the high side of the car during sway so as to eliminate the u-nusual and .excessive clearance which Vordinarily occurs, the elevation .of the side :bearings on the bolster cansing an upward .pressure .against the high .side .0f the .car which will cheek the return swing and reduce the pendulum laction Se that the Stabilit will he greatly increased.

Another object ,of the invention to proarticularly' soI vide means on or at the side bearings permitting swinging movement of the bolster with respect to the car body, the weight of the car and its lading being borne by rollerl bearing structures forming part of the side bearings.

i An important and more specific object of the invention is to provide a bolster carrying side bearings equipped with automatic means for equalizing the strains brought upon the bolster during swaying of the car, one form of the invention, moreover, including means connecting or engaging and cooperating with the side bearings for insuring the equalizing action.

A further object of the invention is to provide a bolster which, if provided with the connecting means between the side bearings may also be provided with means for effecting adjustment to take up wear and regulate the clearance between the side bearing elements on the truck bolster and the body bolster.

Still another object of the invention is to provide a car bolster which may be equipped with resilient means embodied in or cooperating with the side bearings for maintaining them in a certain normal position and restoring them to such after displacement under such circumstances as arise during the equalizing action.

More specifically stated, the invention consists in the provision of a bolster equipped with vertically slidably mounted side bearing elements with which cooperate slidably mounted wedge members urged thereagainst and acting automatically to elevate one or the other of the side bearing elements of the bolster in the event of side sway of the car so that there will be no excessive clearance at the high side of the car and so that there will be an opposition or check to the return swing, the tendency of the car to develop a dangerous pendulum movement being consequently greatly reduced if not entirely eliminated.

Another object of the invention is to provide automatic equalizing side bearings which embody rollers capable of rocking movement transversely of the bolster and supporting elements engageable by and cooperating with side bearing elements on the body bolster, these latter mentioned features being of advantage in permitting swinging of the truck and bolster with respect to the car body.

Another object of the invention is to provide a bolster constructed in the above indicated manner and possessing the characteristics pointed out but which will be interchangeable with the ordinary or present accepted designs and used inconnection with the regular spring equipment. l

A further object of the invention is to provide a truck bolster construction in which the introduction of friction or damping mechanism between the car structure and the present helical truck springs will, by relievingthe weight on the low wheels and by frictionally absorbing the work done by the rolling car mass, prevent synchronization of the car roll with rail joints, the reduction in roll being further brought about by the insuring of mechanical contact between the car structure and the wheels, which contact avoids unloading of the high wheels.

A still more specific object of the'invention is to provide a bolster structure of this character in which the coacting friction surfaces of the wedge members are of great area so that the unit pressure will be low, resulting in comparatively little wear and therefore long life of the parts.

To the attainment of the foregoing and other detailed objects and advantages such as will hereinafter appear, the invention preferably consists in the construction and the combination and arrangement of parts as will be more fully described and claimed, and illustrated in the accompanying drawings in which Figure l is a side elevation of a truck bolster constructed in accordance with one form of the invention,

Figure 2 is a plan view of one end thereof on a larger scale, a portion being broken away to expose the underlying structure,

Figure 3 is a. vertical longitudinal section taken centrally through one end of the bolster,

Figure 4 is a v-ertical cross sectional view taken on the line 4 4 of Figure 3, this view disclosing an end elevation of the roller eml bodied in the bearing,

Figure 5 is a vertical cross sectional view taken on the line 5-5 of Figure 3 and showing the bearing elements in section,

Figure 6 is a longitudinal sectional view similar to Figure 3 but disclosing resilient means for automatically taking up wear and restoring the parts to normal position after shifting, n Y

Figure 7 is a detail sectional view taken on the line 7-7 of Figure 6,

Figure 8 is a fragmentary longitudinal section` showing a. different adjusting means from what is disclosed in the forms of the invention illustrated in Figures 3 and 6,

Figure 9 is a fragmentary longitudinal section showing another modification,

Figure l() is a cross section taken on the line 10-10 of Figure 9,

Figure 11 is al detail section.

Referring to the drawings in detail the bolster is indicated in general by the numeral 1 and comprises an elongated body 2 having, to a certain extent, the same general outline or design as bolsters of the present. day proved types so as to be interchangeable therewith, it being consequently unnecessary to alter thel construction of the truck side frames, body bolster and other parts in maliing installations, the body 2 having extensions 3 adapted for location within the window openings of the side frames for coopera.- tion with the usual' helical springs, there being, however, no limitation whatsoever as to the exact character of the springs employed. The bolster body 2 is practically of hollow formation and may be of any preferred specific construction in so far as ribs, stiffening webs and the like are concerned. Near its ends the body is formed with pockets 4 open at the top but closed at the bottom except for openings 5 provided foi` the pur pose of permitting rain, snow and foreign mat-ter such as dirt, dust or the like, to escape. These pockets are arcuate in shape when viewed from the top, as clearly indicated in Figure 2 and at the edges of the pockets the body of the bolster is formed with upstandI ing arcuate flanges 6 concentrically arranged and braced by webs 7 which rise from the top of the body. At its center, the bolster body is formed with an upstanding circular flange 8 which occupies the same position a-sthe usual center bearing but which is here shown as of less height than the flanges 6. At the i center of its underside the body of the bolster may be formed with a depending projec tion 9.

Located within each of the pockets 4 is a bearing member 10 which may be of a more or less hollow block-like formation and which has its upper surface 11 inclined upwardly toward the vertical axis of the bolster. The member 10 has such` a lit within the pocket that it is free to move vertically without danger of becoming ammed at the sides or ends of the pocket. As illustrated, each member 10 isshown as having a portion 12 of its bottom straight or horizontal with the major portion inclined upwardly toward the ver- Y tical axis of the bolster body as indicated at 13, the exact angle of inclination being probably immaterial. The inclinedfupper surface 11 of the member 10 constitutes a seat upon which is disposed a roller 14, preferably of hollow formation for the sake of lightness and here illustrated as of conical formation with its smaller endl directed toward the center of the bolster. The pitch of the cone may be varied andv it is conceivable that the roller might be cylindrical', in which event the upper surface 11 of the member 10 might be horizontal. It will be observed that in the present insta-nce the axis of the roller 14 is horizontally arranged and it will also be clear that owing to the arcuate shape of the pockets and members 1@ therein the rollers 14 may travel in their natural arcuate paths which are, of course, concentric with theA vertical axis of the holster.

- It is not necessary that therollers 14 be true cones-or, in other words, circular in cross section and,` in the present instance, theyare represented as having concaved sides 15 in view `of the fact that they never make a complete revolution, their movement being only a rocking one upon the surfaces 1l as bearing areas.V To insure a proper extent of movement the inner faces of the opposite sides of the bolster body 2 are represented as recessed at 16 to receive and accommodate the corners or edges 17 of the rollers at the limits of the movement thereof.

TWhile it is not essential, I have found it convenient to provide means for always centering the rollers with respect to the pockets in which they operate and to accomplish this the opposite ends of the rollers may be formed with teeth 18 and 19, the former being located at the inner ends and the latter at the outer ends, these respective teeth meshing with teeth 20 andr 21 at the ends of theupper surfaces 11 ofthe members 10, it bei-ng quite clear that regardless of the movement of the rollers under travel conditions they will always return to normal or centered position when the unusual conditions have ceased to exist.

Mounted upon the rollers and located witbin the confines of the flanges 6 are side bearing elements 22, preferably 4of plate-lilre formation and arcuate shape, in plan, to conform to the curvature of the flanges, these elements having their undersurfaces 23 corresponding to the inclination or pitch of the rollers. The upper sides of the plate membersv or elements 22 are recessed at 24 for cooperation with the side bearing elements, not shown, which depend from the car body bolster. The bottoms of the recesses 24 are located in a higher plane than the elements usually provided on a standard design bolster for -coacting with the elements carried by the car, andthe center plate area defined by the circular flange 8 at the center of the bolster is of less height than is ordinarily the case, these two features causing the weight to be borne by the side bearings instead of by the center bearing. These members 22 are shown as provided at their undersides with teeth 25 and 26 meshing with the teeth 18 and 19, respectively, on the rollers 14. It is clear that the members v22 as well as the rollers 14 may swing in a curved path concentric with the vertical axis of the bolster. In order to prevent upward displacement of the members 22, and consequently the rollers 14 beyond a predetermined amount, use may be made of stop elements or brackets 27 mounted on the bolster body at convenient points and overhangin g the edges of the members 22.

The weight of thecar on the side bearings will of course produce an outward end thrust on the rollers. To take care of this I preferably provide wear plates 28 disposed within the pockets 4 and against the outer walls thereof'pthese yWea-r plates being curved :to corthe rollers will be distributed instead of be-4 coming concentrated at any point or at such small areas as to cause danger of breakage of the pocket wall.

provided, as Awill be explained, cooperatingl The members 10 constitute wedge elements, and cooperating with them are other wedge elements 31 mounted within the lower portions of the pockets 4 and slidable upon the bottom thereof. rlhese members 31 are preferably of the same general shape in plan as the members 10 and have inclined upper surfaces 32 bearing against and cooperating with the inclined lower surfaces 13 of the members 10 so that upon movement of the i members 31 longitudinally of the bolster the members 10 will be moved vertically in one direction or the other as the case may be. lt is conceivable that different means may be with the members 31 for moving them and in Figures 1 to 5 inclusive 1 have shown this means as comprising a plurality. of elongated members 33 which may be of solid or tubular form and which are slidable through the depending projection 9 at the center of the underside of the bolster body and through the inner walls of the pockets 4, these members abutting against the vertical innermost faces 34 of the members 31. Adjusting and wear take-up means together with other details in connection with such features will be discussed hereinafter.

In the operation, it will ofcourse be apparent that the weight of the car instead of being borne at the center bearing comes upon the side bearings. This weight of course tends to force the plate members 22, rollers 14 and members 10 downwardly, the movement being limited, however, owing to the cooperation of the members 31 with the members 10. Pivotal movement of the truck bolster with respect to the car body bolster, not shown, is permitted owing to the fact that the rollers 14 may rock upon the upper surfaces 11 of the bearing members 10, the plate members 22 moving laterally of the truck body. The movement of the plate members 22 is in the arc of a circle with the vertical axis of the bolster as a center and it is for this reason that the rollers 14 are of the tapered or frustoconical shape shown so that their natural rolling tendency will be in an arcuate path. Clearly, the intermeshing teeth 13, 20 and 25, and 19, 21 and 26 will insure centering of the roller with respect to the longitudinal axis of the body when the bolster and truck are in normal position with respect to the car body as when traveling over straighttrack.

Assuming that the car develops or tends to.

develop a roll or side sway, the added pres"-l sure of the load on the truck at the low side of the car will cause downward movement of the plate member 22, roller 14 and member 10 at that side. Owing to the inclined surfaces on the members 10 and 31 there is consequently a tendency to move the member 31 inwardly or toward the center of the truck. A high degree of frictional resistance is developed upon relative movement, between the surfaces 13 and 32 of the wedge members, between the lower face of the member 31 and the bottom of the pocket, and also between the end face .of the member 10 and the adjacent wall of the pocket. This friction practically absorbs the work done by the rolling car mass. However, a certain inward movement of the member 31 will actually occur and owing to the provision of the members 33 this movement will be communicated to the side bearing at the other end of the bolster, the wedging action forcing this side bearing upwardly and into or substantially into engagement with the side bearing element depending from the car body bolster. It therefore results that on the return roll of the car body there can be no hammer blow exerted on the side bearing beneath the high side of the car inasmuch as the side bearing elements of the truck an d car bolsters are already in engagement. back to normal the plate, roller and wedge members return to normal position with the absorption of the work by the friction produc-v ing resistance members. Clearly, the car roll will be greatly reduced. All tendency toward side sway cannot, of course, be eliminated owing to the fact that tracks are never exactly perfect or even throughout, there being usual'- ly a slight drop at the rail joints. However, the introduction of the frictional damping mechanism between the car structure and the truck springs will cause such retardation of the swaying tendency that such tendencies will not 'synchronizewith the rail oints dun ing travel of the car at any speed.

Friction of course occurs between the Wear plates 28 and the pockets but as the area of these plates is large there should be no necessity for very frequent replacements. The effective and desirable friction of course occurs between the members 10 and 31 and when the coacting surfaces thereof become worn it is desirable to make an adjustment so as to restore thel plate members 22 to their normal planes. In Figure 3 l have shown adjusting and wear take-up means consisting of shims 35 located between the ends of the members 33 and the vertical walls 34l of the members 31, it being clear that any desired number of shims of any suitable thickness may be used as needed.

ln'stead of employing shims, the connecting members 33 may be formed in sections as indicated at 36 and 37 in Figure 8, these secls the previously high side swings Y25 arrangement, helical springs Ll1 being tions being oppositely threaded and carrying a turnbuckle 38 by means of which the members 31 may be adjusted properly to bring the side bearings to normal level.

- In some instances it may be preferable to provide resilient means normally urging the members outwardly and into operative relation to the members l0 so that there will be an automatic take-up action. In Figures 6 10 and 7, I have shown helical springs 39 located within recesses or auxiliary pockets 40 formed in the body of the bolster, the springs being arranged in encircling relation to the members and abutting against the inner walls of the recesses or pockets 40 and against the vertical inner walls of the members 3l. These springs will of course assist the action by providing cushion resistance as well as frictional resistance to depression of the side bearing 20 members.

It is conceivable that the connecting means between the wedge elements at the Opposite ends of the bolster may be omitted and in Figures `9., 10 and 1l, I have shown such an ranged' within the body of the bolster for urging the members 31 outwardly. These springs are placed under a certain selected initial compression. The travel to solid of 30 these springs is greater than the travel of the wedge vmembers 31 from the position shown to the outer end of the pocket. Consequently this spring may be worked at a lower .fiber stress and will never go solid, insuring long i life. When excess pressure is applied to either side bearing, downward movement of course occurs, with the production of frictional resistance, the other side bearing rising under the influence of the springs. The release action is free and quick.

A bolster constructed in accordance with this invention will accomplish all the purposes for which it is intended and will greatly check and reduce the roll or side sway which frequently results in derailment of cars. Owing to the elimination of the hammer blows which are delivered to various parts of the mechanism of ordinary construction it is evident that this specially constructed bolster and side bearing arrangement will greatly prolong the life of all the parts and also the rails. Another distinct feature of advantage is that this bolster may be used to replace one of ordinary design and in connection with the ordinary springs such as form part of the regular equipment.

While I have shown and described .the preferred embodiments of the invention together with oguite a number of structural details, it should be understood that this is merely illustrative as the right is reserved to make all such changes as will increase the adaptability and widen -the iield of utility provided such changes or variations constitute no departure from the spirit of the invention or the scope of the claims hereunto appended.

Having thus described the invention, I claim:

1. In a railway car truck bolster, vertically movable side bearings embodying friction producing means opposing downward movement thereof, and means extending between and connecting said bearings and responsive to variations in pressure on either of the bearings for moving the other upwardly.

2. In a car truck bolster, the combination of side bearings adapted to cooperate with side bearinor elements of a car structure, means tending to effect movement of the side bearings upwardly at all times with respect to the bolster, and means responsive to load pressure on either of the side bearings for moving the other vertically upwardly, said last named means extending between and connecting the side bearings.

3. In a car truck bolster, vertically mov ably mounted side bearings for cooperation with bearing elements carried by the car structure and adapted to move in opposite directions in accordance with load variations, frictional means normally opposing downward movement of the side bearings, and means directly connecting said nfrictional means.

4. In a car truck bolster, vertically movably mounted side bearings for cooperation with bearing elements carried by the car structure, frictional means normally opposing downward movement of the side bearings, and means extending between and connecting said means, all of said means cooperating and being responsive to load variations for automatically elevating one side bearing upon depression of the other.

5. In a car truck bolster, movably mounted side bearings adapted -for cooperation with bearing elements on a car body, means normally maintaining the side bearings in elevated position for sustaining the weight of the car, means frictionally opposing downward movement of the side bearings, and means for effecting elevation of one side bearing upon depression of the other.

6. In a car truck bolster, movably mounted side bearings adapted for cooperation with bearing elements on a car body, means normally maintaining the side bearings in elevated position for sustaining the weight of the car, and means frictionally opposing downward movement of the side bearings, the means at both ends of the bolster being connected and cooperating to effect adjustment of the side bearings to maintain v them in constant Contact with the bearing elements.

7. In a car truck bolster, movably mounted side bearings adapted for eoaction with bearing elements carried by the car body, and means responsive to increase in load pressure on either side bearing for frictionally opposing downward movement thereof and effecting upward movement of the other.

8. In a railway car truck bolster, vertically movably mounted side bearings at the end portions of the bolster adapted to engage depending bearing elements on the car structure, wedge means located beneath the side bearings, and single means engaging both wedge means for applying pressure thereto for frictionally resisting downward movement of the side bearings.

9. In a railway car truck bolster, vertical ly movably mounted side bearings at the end portions of the bolster adapted to engage depending, bearing elements on the car structure, wedge means located beneath the side bearings, and means for applying pressure to the wedge means for frictionally resisting downward movement of the side bearings and causing elevation of a side bearing in accordance with decrease of load pressure thereon, said wedge means being directly connected for simultaneous operation.

10. In a railway car truck bolster, vertically slidably mounted side bearings coacting with and always engaging depending bearing elements non the ear structure, wedge V meanslocated beneath the side bearings and movable thereby upon the application of eX- cessive load pressure to either side bearing whereby to develop frictional resistance to downward movement, means normally urging said wedge means into side bearing raising position, and means connecting the wedge means for simultaneous movement.

11. In a railway car truck bolster, vertically slidably mounted side bearings for engagement with depending bearing elements on the car structure, wedge members located beneath the side bearings, and single means engaging both of the wedge members at the opposite ends of the bolster for equalizing the pressures of the wedge members against the bearing elements.

12. In a railway car truck bolster, vertically slidably mounted side bearings for engagement with depending bearing elements on the car structure, wedge members located beneath the side bearings, single means engaging the wedge members at the opposite ends of the bolster whereby they may move in unison in opposite directions.

13. In a railway truck bolster, side bearings vertically movably mounted, wedge means located beneath the side bearings for effecting and limiting movement thereof, and

'means extending between and abuttingly engaging the wedge means for effecting upward movement of the other of the side bearings upon downward movement of either.

14:. In a railway truck bolster, Aside bearings vertically movably mounted, wedge means located beneath the side bearings for effecting and limiting movement thereof, means connecting the wedge means for simultaneous movement thereof in opposite directions, means engaging the wedge means for effecting simultaneous movement thereof in the same direction, and resilient means normally urging the side bearings upwardly.

15. -In a railway truck bolster, side bearings vertically movably mounted, wedge means located beneath the side bearings for effecting and limiting movement thereof, means vextending between and engaging the wedge means for effecting simultaneous movement thereof for equalizing the pressures between the bearing elements of a body bolster and said side bearings, and resilient means normally urging the side bearings upfx.,

wardly, said resilient means engaging the wedge means.

16. In a railway car truck bolster, the combination with bearing elements depending from the car structure, of side bearings vertically movably mounted on the bolster and bearing constantly against said bearing elements for supporting the car structure, friction means beneath the side bearings for opposing downward movement thereof, and'.`

means connecting said friction means for simultaneous movement thereof to the same degree and in opposite directions in accordance with variations in load onthe side bearings at the opposite ends of the bolster, and 'T means for adjusting said connecting means to vary the positions of the friction means.

17. In a railway car truck bolster, the conibination with bearing elements depending from the car structure, of side bearings Vertically movably mounted on the bolster and" bearing constantly against said bearing elements for supporting the car structure, friction means beneath the side bearings for opposing downward movement thereof, means cooperating with said friction means to raise one side bearing upon depression of the other in accordance with variations in load on the side bearings at the opposite ends of the bolster, and spring means cooperating with the' wedge means to assist the return thereof to normal.

' 18. In a railway car truck bolster, vertically movable side bcarings including members having inclined surfaces, wedge elements mounted beneath said members and cooperating with the inclined surfaces thereof, spring means urging the wedge elements outwardly, and a single connecting mea-ns abuttingly engaging the wedge elements ends of the bolster.

19. In a. railway car truck bolster, verti cally movably mounted side bearings 4for coaction with depending bearing elements on the car structure, block members embodied in the side bearings and having inclined lower surfaces, wedge elements mounted beneath said block members and having inclined surfaces coacting with the inclined surfaces thereof, vmeans extending longitudinally of? at both" the bolster and engaging the confronting sides of the wedge elements for effecting simultaneous movement of both upon depression of either block member.

20. In a railway truck bolster, a pocket near each end thereof, a bearing member within the bottom portion of. each pocket, a roller on said bearing member, a bearing member engaged upon the roller, a wedge block within the bottom of each pocket coacting with the first named bearing member therein, and a member extending longitudinally of the bolster with its ends abuttingly engaging against the confronting sides of the wedge blocks.

21. In a railway truck bolster, a pocket near each end thereof, a bearing member within the bottom portion of each pocket, a roller on said bearing member, a bearing member engaged upon the roller, a wedge block within the bottom of each pocket coacting with the first named bearing member therein, a member extending longitudinally o-f the bolster Iwith its ends abuttingly engaging against the confronting sides of the wedge blocks, each end of the bolster having a recessed portion inwardly of and communicating with the pocket, and a coil spring located within said recessed portion and abutting against the inner end thereof and against the wedge block.

22. In a railway truck bolster, a pocket near each end thereof, a bearing member within the bottom portion of each pocket, a roller on said bearing member, a bearing member engaged upon the roller, a wedge block within the bottom of each pocket coacting with the first named bearing member therein, a member extending longitudinally of the bolster with its ends abuttingly engaging against the confronting sides of the wedge blocks, and shim means insertable between said longitudinally extending member and the face of the wedge block engaged thereby for shifting the positionV of the wedge block and adjusting the height of the bearing members and roller.

23. In a car truck including in combination, a truck bolster carrying a center bearing, a body bolster having a center plate engaged within said center bearing for normally sustaining the load, said bolsters being capable of relative vertical rectilinear movement, side bearings carried by the end portions of the truck bolster and including upper and lower bearing members with a roller interposed between them, bearing elements depending from the body bolster and engaged with said upper bearing members, wedge means located between the lower bearing members, and means extending longitudinally of the bolster and directly connecting said wedge means for effecting elevation of one side bearing upon the bringing of excessive pressure upon the other during rocking movement of the body bolster with respect to the truck bolster.

In testimony whereof I affix my signature.

THOMAS H. SYMINGTON. 

